And jacob h



(No Model.)

J. T. SGHWEIZER -& J. H. BURGER 3 SheetsSheet 2.

UABLE-GAR TRANSFER DEVICE.

- Patented Jan; 16; 1s94i I WITNESSES:

ATTORNEYS:

(No Model.) '3' Sheets-Sheet 3. J T. SCHWEIZER & J. H. BURGER.

CABLE GAR TRANSFER DEVICE.

.Patented Jan. 16, 1894.

WITNESSES ms NATIONAL LITNOGRAPHING CUMPANL WASHINGYON. u. c

NITED TATES JOHN T. SCHVEIZER, OF WILMINGTON, DELAWARE, AND JACOB I-I.BURGER, OF PH1LADELPHIA, PENNSYLVANIA.

CABLE-CAR TRANSFER DEVICE.

lPEGIFICATION forming part of Letters Patent N 0. 512,910, dated January16, 1894;

Application filed May 20, 1893. Serial No. 474,981- (No model.)

To all whom it may concern.-

Be it known that we, JOHN T. SCHWEIZER, of \Vilmington, in the county ofNew Castle and State of Delaware, and JACOB H. BURGER, of Philadelphia,in the county of Philadelphia and State of Pennsylvania, haveinvented anew and useful Improvement in Cable- Oar Transfer Devices, of which thefollowing is a full, clear, and exact description.

This invention relates to an improved device for the transfer of carsdriven bya moving cable in a conduit, across other cables and conduitscontaining them, which are located at a right angle to said moving cableand its conduit, and the object of our invention is to provide a simpleand practical mechanism which will receive .powerand motion from themoving cable, and furnish means for the reliable transfer of cars thatare normally driven by a gripped connection with a moving cable, acrossanother cable located at an angle thereto.

To this end our invention consists in the construction and combinationsof parts, as is hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a side view in section of theimprovement on the line l1 inFig. 3, and of a car in part, above the novel device. Fig. 2 is a sideview, in section on the line 2-2111 Fig. 3, showing features of theimprovement, and a car engaged therewith. Fig. 3 is a plan view of thedevice with parts removed to expose the mechanism below. Fig. iis atransverse sectional view of the improvement on the line 4-4 in Fig. 3.sectional view on the line 5-5 in Fig. 3. Fig. 6 is a view in crosssection on the line 6-6 in Fig. 3, and an end view of a car in part.Fig. 7 is a transverse sectional view on the line 77 in Fig. 3. Fig. 8is a plan view of cable railways at a crossing point, and the improvedcar transferring device, arranged to move a car from one railway trackto another track crossing at a right angle to the first mentioned track.Fig. 9 is a transverse sectional view on the line 9-9 in Fig. 8. Fig. 10is an enlarged plan view,in section on the line 1010 Fig. 5 is atransverse in Fig. 11, showing a portion of a sprocket chain of improvedconstruction, which is an adjunctive feature of the improvement; andFig. 11 is a side view of theimproved sprocket chain, in section on theline llll in Fig. 10.

The novel car transferring mechanism is placed below the road-beds oftwo intersecting streets, whereon the intersecting railways are placed,there being an elongated underground chamber provided beneath the trackrails of one railway and along one side of the same, for the receptionof the transferring mechanism. The underground chamber is produced by anexcavation at the crossing as stated, andextends below and parallel withthe track B, and at one of its sides, beneath, the cable 0, that belongsto said track, this cable being located below one or more cables D, thatare transversely arranged below a crossing railway.

There are two cables D, shown, to clearly illustrate the working of theimprovement, which cables lie below the road-bed whereon the parallelrailway tracks E, F, are sustained, and are protected by the conduits D.

The excavation is walled on its sides, and preferably two compartmentsA, A, are produced by the erection of a partition wall A'*, one sidewall of the chamber A, afiording a foundation for one series of trackrails for the railway track B, the partition wall A supporting theparallel series of rails that complete this railway track where itextends above the chamber A. The compartment A, that is at one side ofthe railway track B, is walled at its outer side A, parallel with thepartition wall A and the ends of both compartments are protected bywalls.

The conduit 0', which protects the cable 0, in the road-bed of the trackB, is terminated in the end walls of the chamber or compartment A, whichchamber is in effect an enlarged portion of the conduit named.

The cable 0, is sustained on a series of grooved idler pulleys such asG,in Fig.1, one of said pulleys being located on or near the end A, ofthe compartment A, from which pulleythe cable is downwardly projected topass below an idler pulley G, that is rotatably supported near said endwall of the compartment, and close to its bottom wall.

The cable 0, is moved in the direction of the indicating arrows in Fig.1, and from the idler pulley G extends toward the opposite end wall ofthe compartment it occupies, where a grooved driving pulley I, issupported by a transverse shaft a, that is journaled at its ends andloosely sustained by an engagement of said journals with any suitablebeariugs, that are located in or upon the sides of the walls A A thesides of the driving pulley and its grooved periphery being aligned withthe similar parts of the pulley G. At a proper distance from the drivingpulley I, and between said pulley and the idler pulley G, a groovedcounter pulley J, is rotatably supported by a counter-shaft b, that isjournaled in or on the side walls A A of the compartment A.

The cable 0, is imposed on the lower side of the periphery of thedriving pulley I, and extends upwardly thereon and thence is projcctedtoward the counter-pulley J, whereon it is wrapped, as shown byindicating arrows in Fig. 1, trending upwardly and along the side of thedriving pulley to have engagement with the upper side of the groovedidler pulley G and thence through the conduit G, which is extended fromthis end of the compartment A, as before explained; and it will be seenthat the direction of progressive movement given to the cable 0, is thesame in the portion which leaves the compartment A, over the idlerpulley G as that of the cable before it passes below the idler pulley Gat the opposite end of the compartment named.

In the compartment A, an endless sprocket chain M, is located as shownin Figs. 2 and 3, which chain is supported in parallel with the railwaytrack 13, by the peripherally grooved pulleys c, d, e, f, g, h and i.Thepulleys 0, cl, e, and f, are located in the same horizontal plane, onproper supporting shafts that are loosely sustained at their ends, in oron the outer side walls A, of the compartment A, and also upon thepartition wall A that is in parallel with said side wall,the position ofsaid pulleys adapting them to receive the sprocket chain on their uppersurface and maintain it near to the top of the compartment A, in loosecontact with the top wall plates m, that are extended across thecompartment and between the pairs of pulleys e, (Z, and c, f, leaving anopen space at A between the pulleys d, e; the chain M being bentdownwardly between the last named pulleys to engage with the lowersurface of the periphery of the idler pulley t. From the pulleys c andf, the sprocket chain M is depressed to have an engagement with theidler wheels h and g, as shown in Fig. 2, thereby completing thesupporting mechanism for the chain, which is stretched taut by a properadjustment of said pulleys, and as indicated in the figure named thespace between the idler pulleys is partly occupied by the conduits D.The transverse shaft 9,

that sustains the wheel g, is extended through the partition wall A intothe compartment A, and on said shaft extension a spur gear wheel 0, issecured which gear wheel is in meshed engagement with a gearpinion 19,that is secured on the shaft a, which supports the driving pulley I. Thepulley g, s provided with teeth on its face, which pro ect therefrom atsuch intervals as willadapt the teeth to interlock with the cross barsof the sprocket chain M, that is caused to progressively move on itssupports in the direction of the 1nd cating arrows in Fig. 2, when thecable 0, IS in motion.

The relative position given to the grooved pulleys d, e and t, is suchthat the sprocket chain M will be sufficiently depressed to per;- mitthe chain to pass below the conduits and the cables D, that theseconduits contain, the level portions of said chain moving in the samedirection as the cable 0.

A preferred means for detachably connecting a passenger car 0, with thesprocket chain M, is shown in Fig. 2, comprising two upright arms '1',that are pivoted to rock on the side of the car that is nearest to thesprocket chain, the lower ends of said levers being made to pass througha longitudinal slot in each cover plate in and engage with the crossbars of the chain when this is desired. The arms 'r, arc connected attheir upper ends above the points of their pivotal support on the car,by a rod 3, which is pivoted thereto. A shorter rod t, that is jointedto one end of the rod 5, or upon the adjacent lever-'7', is looselysecured at its forward end to a vibratile upright lever u, which ispivoted near the front of the car platform conveniently for manipulationby the grip-man on the car, said lever being adapted for a securedattachment to the arch plate u, at any point of vibratory movementrequired to interlock the lower ends of the arms 'r, with the sprocketchain M, or hold them elevated therefrom.

The operation is as follows:--The car moving on the railway track 13,and drawn by the cable 0, will have to cross the cables D, on the routefrom one end of the railway B, toward the other end, and when the carhas so nearly approached the transversely located cables D that thesprocket chain M may be utilized, the usual griparm 0' on the moving caris released from the cable (J, and the arms 1' are depressed, so as tointerlock with the sprocket chain. Preferably the speed of the chain Mis reduced as compared with the motion of the cable 0, so that theoperator may connect the arms 0', without jar, which adjustment of partsis effected about the same time the cable is dropped by the grip arm. Itwill be seen that the provision of the two arms 1', which are spacedapart a distance slightly exceeding the degree of separation given tothe pulleys d, e, will permit the rear arm to have an assured hold onthe chain M, until the forward arm engages it, and when the forward armis released from the chain by a progressive movement of the car, therear arm 0' will again take hold of that crosses it.

the chain and move the car far enough to permit the cable grip arm 0, tobe made fast to the cable 0, thus elfecting the speedy and reliabletransfer of the loaded car across the cables D.

In Fig. 8, a diagrammatic plan view is shown of a method for utilizingthe cable D of a cross railroad F, to transfer the car moving towardsaid road on railway B, around a curved track that is provided to switcha passenger car from one railway track to the other track The curvedtrack F, is extended from the track B to intersect the track F, andbelow the latter named railway track an underground chamber such as A,is constructed, wherein chain actuating mechanism is located that issimilar to that already described, which mechanism is connected to thecable D, that moves in the direction of an indicating arrow shown inFig. 8. On the side of the curved track F that is nearest to the railwaytrack E, which the curved track crosses to intersect the parallel trackF, an underground curved guide box F is located for the reception andproper support of an endless sprocket chain R. To adapt the chain R, fora free movement in the guide box F said chain is preferably constructedas represented in Figs. 10 and 11, comprising the double series ofoverlapping links to, that are held loosely jointed together and the twoseries in parallel, by the shouldered cross bars y which are securedfrom displacement by any suitable means, the reduced portions of thebars at one end engaging aligned perforations in the lapped links of oneseries, and passing through longitudinal slots or holes w in the innerset of links forming parts of the other series of lapped links, theouter set of said series being perforated to fit the reduced endportions of the cross bars that have passed through the slots, as shownin Fig. 10. By the construction and arrangement of the link platesforming the sprocket chain R, a limited degree of lateral curvature ispermitted in said chain, as the slotting of the link plates will adaptthe overlapping links to slide endwise, so as to lengthen or shorten theentire chain on the side of the same which has the slotted links. Theguide box F is bent downwardly where it crosses the track E, so as topermit the chain R, to pass below the cable D, that occupies the railwayE, and to facilitate the movementof the chain and retain it in looseconnection with the guide box, rollers z z are pivoted transversely inthe box, at intervals, one of which rollers z is placed above the chainat the point of lowest depression given the chain, which will preventdraft strain applied to the chain from lifting it out of the guide box.The sprocket chain R, isin geared connection with the counter pulley J,which is shown in Fig. 8, connected to the cable D, which is adapted tomove the gearing that is omitted in said figure, but is similar to thatrepresented in Figs. 1, 3 and 7. Consequently the progressive movementof the cable D, will correspondingly move the sprocket chain R,

and cause it to draw a car from the railway track B, onto the crosstrack E, if said car is provided with a device such as has beenpreviously described, for its detachable connection with the endlesssprocket chain R.

If it is found inexpedient in some locations to project the arms 0",between the cross bars 1 of the sprocket chain that drives the car 0,said chain may be provided with a series'of upwardly projecting limbs 10shown by dotted lines in Fig. 11, which limbs will form abutments thatwill press the lower ends of the arms o which may then be made shorterso as to avoid engagement with the chain proper.

Having thus fully described our invention, we claim as new and desire tosecure by Letters Patent- 1. In a cable car transferring device, thecombination with a cable beneath a railway track, passing below atransverse cable, and a chamber beneath the lowermost cable, of anendless sprocket chain, idler wheels supporting the chain which isdepressed below the transverse cable, mechanism in the chamber driven byone cable and actuating the sprocket chain, and two spaced pivoted armson the side of the car that may be set to engage the sprocket chain,substantially as described.

2. In a cable car transferring device, the combination with a cablebeneath'a railway track and passing below a transverse cable, a chamberbeneath the lowermost cable and its track, and an auxiliary chamber atone side of said track and parallel therewith, of an endless sprocketchain in the lateral chamber, rotatably sustained idler wheelssupporting theendless chain which is depressed below the transversecable, mechanism in the main chamber and in the auxiliary chamberadapted to receive motion from the lowermost cable and transmit it tothe chain, and two spaced pivoted arms on the car which are looselyconnected and that may be set to engage the chain, substantially asdescribed.

JOHN T. SOHWEIZER. JACOB I-I. BURGER. \Vitnesses:

JOSHUA S.- LITZENBERG, GEORGE W. J OHNS.

